CN102803038B - Hybrid vehicle - Google Patents

Abstract

When an idling stop request is generated, the internal combustion engine (ENG) is still driven to charge the power storage device (BATT) in the case of the B area (discharge restricted area) or C area (discharge prohibited area). Then, when an idling stop cancellation request is generated, in the case of the B region, the drive of the internal combustion engine (ENG) is continued, and in the case of disengaging the first clutch (C1), the electric motor (MG) is driven, Start the vehicle. On the other hand, in the case of the C region, the driving of the internal combustion engine (ENG) is continued, the first clutch ( C1 ) is brought into the connected state, and the vehicle is started.

Description

hybrid vehicle

technical field

The present invention relates to a hybrid vehicle including an internal combustion engine, an electric motor, a power storage device, and an automatic transmission.

Background technique

Conventionally, there are known hybrid vehicles (for example, see Patent Documents 1 and 2) equipped with an automatic transmission having a first input shaft connected to an electric motor and selected via a plurality of gear trains establishing a shift position. is selectively connected to the output shaft; the second input shaft is selectively connected to the output shaft through a plurality of gear trains that establish shift gears; the first clutch is freely switchable to transmit the driving force of the internal combustion engine to the first input shaft a transmission state and a release state for cutting off the transmission; and a second clutch freely switchable between a transmission state for transmitting the driving force of the internal combustion engine to the second input shaft and a release state for cutting off the transmission. In this automatic transmission, the internal combustion engine can be started using the driving force of the electric motor.

Furthermore, in recent years, in order to improve fuel economy and environmental performance, idling stop control that automatically stops the internal combustion engine when the vehicle is stopped has been proposed.

In addition, Patent Document 2 discloses a technique of allowing the start of the internal combustion engine when the vehicle speed is equal to or higher than the determination vehicle speed during EV travel using only the driving force of the electric motor. In addition, Patent Document 2 also discloses a technique in which, while the vehicle is stopped, when the estimated power storage state of the power storage device (battery) is lower than a predetermined judgment value, or the estimated road surface gradient is greater than a predetermined judgment value, In the case of a slope, the vehicle is switched from EV start to drive based on the internal combustion engine.

prior art literature

patent documents

Patent Document 1: Japanese Patent Laid-Open No. 2002-89594

Patent Document 1: Japanese Patent Laid-Open No. 2009-166567

Contents of the invention

The problem to be solved by the invention

In a hybrid vehicle equipped with the automatic transmissions of Patent Document 1 and Patent Document 2, when idle stop control is performed, if the remaining capacity of the power storage device that supplies electric power to the electric motor is low, the electric motor may not be able to be driven. Instead of starting the vehicle.

In addition, in the hybrid vehicles equipped with the automatic transmissions of Patent Document 1 and Patent Document 2, during EV running, if the remaining capacity of the power storage device that supplies electric power to the electric motor is low, the internal combustion engine may not be able to be started and the vehicle may not be available. The driving force required to drive the vehicle.

An object of the present invention is to provide a hybrid vehicle capable of reliably starting the vehicle even when the remaining capacity of a power storage device that supplies electric power to an electric motor is low during idling stop control.

Another object of the present invention is to provide a hybrid vehicle capable of reliably preventing the driving force of the internal combustion engine from being lost during EV running.

means of solving problems

(1) The hybrid vehicle of the present invention is characterized by comprising an internal combustion engine; an electric motor; an electric storage device that supplies electric power to or receives electric power from the electric motor; and an automatic transmission that has: The first input shaft selectively transmits the driving force of the internal combustion engine and is connected to the electric motor; the second input shaft selectively transmits the driving force of the internal combustion engine through the second disconnection unit; and selectively connects the a connecting unit for connecting the first input shaft or the second input shaft to the output shaft, the automatic transmission changes the speed of the power output from the internal combustion engine and the electric motor and transmits it to the output shaft; the area discrimination unit, Detecting the remaining capacity of the power storage device, and based on the detected remaining capacity, discriminating a reference area, a discharge restricted area with a remaining capacity smaller than the reference area, and a discharge prohibited area with a remaining capacity smaller than the discharge restricted area; and an idling stop control unit that performs control that, when an idling stop request is generated, when the area discriminated by the area judging unit is the discharge restricted area or the discharge prohibited area, the internal combustion engine is operated. In the driving state, the first disconnecting unit is put into the connected state, the first input shaft is rotated, thereby charging the power storage device, and then, when an idling stop release request is generated, the When the area discriminated by the area discriminating means is the reference area, the internal combustion engine is stopped, the electric motor is driven, the vehicle is started, and the area discriminated by the area discriminating means is the discharge In the case of a restricted area, the driving of the internal combustion engine is continued, the first disconnection unit is kept in an OFF state, the electric motor is driven, and the vehicle is started, and the area determined by the area determination unit is the In the case of the discharge prohibition area, the driving of the internal combustion engine is continued, the first disconnecting means is brought into a connected state, and the vehicle is started.

According to the hybrid vehicle of the present invention, the idling stop control means performs appropriate idling stop control according to the area determined by the area determining means based on the detected remaining capacity of the power storage device, so that the vehicle can be reliably started.

That is, in the case of the discharge restricted region or the discharge prohibited region where the remaining capacity of the power storage device is small, the idling stop control means drives the internal combustion engine even if the idling stop request is generated. Then, when an idling stop release request is issued, the internal combustion engine is continued to be driven in the case of the discharge prohibition area, and the first disconnection means is brought into the connected state, whereby the vehicle is started. Therefore, even in a discharge area where the electric motor cannot be driven by the electric power of the power storage device, the vehicle can be driven using the driving force of the internal combustion engine by putting the first disconnection means in the connected state.

Furthermore, when an idling stop release request is generated, the idling stop control unit continues to drive the internal combustion engine if it is a discharge restricted area, and drives the electric motor when the first disconnecting unit is turned off, so that the vehicle launch. Therefore, even when the remaining capacity of the power storage device decreases and becomes a discharge-limited area after the vehicle is started, the vehicle can be driven immediately by the driving force of the internal combustion engine by putting the first disconnect means in the connected state.

Furthermore, when an idling stop cancellation request is generated, the idling stop control means stops the internal combustion engine and drives the electric motor in the reference region to start the vehicle. Therefore, the vehicle can be started without fuel consumption of the internal combustion engine.

Furthermore, the idling stop control unit performs control to drive the internal combustion engine and turn off the first disconnection when the idling stop request is generated in a discharge restricted region or a discharge prohibited region where the remaining capacity of the power storage device is small. The cells are in the connected state, and the first input shaft is rotated to charge the power storage device. Therefore, the remaining capacity of the power storage device can be increased while the vehicle is stopped.

(2) In addition, in the hybrid vehicle according to the present invention, it is preferable that the connection unit includes: a first selection unit that selectively connects the first input shaft and the output shaft; a second selection unit that selectively connects the first input shaft and the output shaft; selectively connecting the second input shaft and output shaft; and a differential rotation mechanism comprising a first rotation element connected to the first input shaft, a second rotation element connected to the output shaft, and a The third rotation element having the lock means is configured to be differentially rotatable, and the idle stop control means performs control to determine whether the area discriminated by the area discrimination means is the following when the idle stop request is generated. In the case of the discharge restricted region or the discharge prohibited region, the first disconnecting means is brought into the connected state while the internal combustion engine is being driven, and the third rotating element is connected by the locking means. In a lock release state, the first input shaft is rotated to charge the power storage device, and then, when the idling stop release request is generated, the lock unit makes the first input shaft The 3 rotation elements are locked, and then the vehicle is started.

In this case, the transition from the charging state of the power storage device while the vehicle is stopped to the start of the vehicle can be performed depending on the locked state of the third rotation element by the presence or absence of the lock means, and the configuration and control of the automatic transmission are simplified.

(3) Furthermore, in the hybrid vehicle of the present invention, it is preferable that the hybrid vehicle includes a gradient detection unit that detects a gradient of a road surface that the vehicle contacts, and that the coupling unit includes: a first selection unit that selectively connecting the first input shaft and output shaft; a second selection unit selectively connecting the second input shaft and output shaft; and a differential rotation mechanism connected to the first input shaft The first rotation element, the second rotation element connected to the output shaft, and the third rotation element provided with the lock unit are configured to be differentially rotatable with each other, and the idle stop control unit performs the following control: When the idling stop request is generated, when the gradient detected by the gradient detection unit exceeds a threshold value, the first disconnection unit is brought into a connected state while the internal combustion engine is being driven, and the first disconnection unit is turned on. 1. The input shaft rotates to charge the power storage device, and when the idling stop cancellation request is generated, the internal combustion engine is continued to be driven, and the first disconnection means is turned off. case, drive the electric motor to start the vehicle.

In this case, when the idling stop request is generated, the idling stop control means continues to drive the internal combustion engine regardless of the area determined by the area determination means when the vehicle comes into contact with a road surface with a steep slope exceeding a threshold value and stops. Then, when an idling stop release request is generated, the internal combustion engine is continued regardless of the area determined by the area determination means, and when the first disconnect means is turned off, the motor is driven to start the vehicle. After the vehicle is started, if the electric motor alone cannot provide the driving force required for climbing on a steep road surface, the first disconnection unit is set to the connected state, thereby immediately adding the driving force of the internal combustion engine and Provides the driving force needed to move the vehicle.

(4) The hybrid vehicle of the present invention is characterized by comprising an internal combustion engine; an electric motor; an electric storage device that supplies electric power to or receives electric power from the electric motor; The electric motor is connected and selectively transmitted the driving force of the internal combustion engine through the first disconnection unit; the second input shaft is selectively transmitted with the driving force of the internal combustion engine through the second disconnection unit; the output shaft is selectively transmitted through the second disconnection unit. connected to the first input shaft or the second input shaft; a first selection unit that connects the first input shaft to the output shaft through a gear train selected from a plurality of gear trains; and a second a selection unit that connects the second input shaft and the output shaft through a gear train selected from a plurality of gear trains, and the automatic transmission changes the speed of the power output from the internal combustion engine and the electric motor and transmits it to The output shaft; the remaining capacity detection unit, which detects the remaining capacity of the power storage device; the vehicle speed detection unit, which detects the driving speed of the vehicle; the control unit, which performs the following control: when in the first 1 When the selected unit connects the first input shaft and the output shaft through the selected gear train and the vehicle is driven using only the driving force of the electric motor, the vehicle speed detection unit detects When the attained vehicle speed is lower than the threshold and the remaining capacity detected by the remaining capacity detection unit is lower than the threshold, the driving force of the electric motor is gradually reduced until the connection state of the first selection unit can be released, and then , releasing the connected state of the first selection unit, bringing the first disconnection unit into the connected state, and starting the internal combustion engine.

When the remaining capacity of the power storage device is below a predetermined value, the electric motor cannot be driven by the electric power from the power storage device to start the internal combustion engine. Also, when the vehicle speed is below a predetermined value, the internal combustion engine cannot be started using the kinetic energy of the vehicle.

According to the hybrid vehicle of the present invention, when the first selection unit is in the connected state where the first input shaft and the output shaft are connected through the gear train, and the vehicle is driven using only the driving force of the electric motor, the vehicle speed is not more than the threshold value, and When the remaining capacity of the power storage device is below the threshold value, the driving force of the motor is gradually reduced until the connection state of the first selection unit can be released, and then the connection state of the first selection unit is released, so that the first disconnection unit becomes Connected state, so that the internal combustion engine starts.

Therefore, by setting the threshold value of the remaining capacity to a value exceeding the predetermined value at which the internal combustion engine cannot be started, and setting the threshold value of the vehicle speed to a value greater than the predetermined value at which the internal combustion engine cannot be started, The internal combustion engine can be reliably started before it becomes impossible to start the internal combustion engine by driving the electric motor with the electric power from the power storage device.

Furthermore, since the internal combustion engine is started by bringing the first disconnection unit into the connected state after the first selecting unit is released from the connected state, the driving force for starting the internal combustion engine is not transmitted to the output shaft. Furthermore, since the electric motor can be used only for starting the internal combustion engine, it is possible to reliably start the internal combustion engine.

(5) In the hybrid vehicle according to the present invention, it is preferable that the hybrid vehicle includes a brake for braking the running of the vehicle, and the control unit controls to gradually reduce the driving force of the electric motor , when the vehicle is stopped, the brakes are used to maintain the state that the vehicle is stopped, and when the driving force of the electric motor is substantially "0", the first disconnection unit is set to connected state, the internal combustion engine is started. .

In this case, even if the vehicle is running on a climbing road, when the vehicle has stopped, the internal combustion engine is started while the vehicle is stopped by the brakes, so the internal combustion engine can be started without the vehicle slipping off the road. Furthermore, it is not necessary to estimate the road surface gradient as in Patent Document 2 mentioned above.

(6) Furthermore, in the hybrid vehicle according to the present invention, preferably, the hybrid vehicle includes a brake for braking the running of the vehicle, and the control unit performs the following control: before starting the internal combustion engine, When the vehicle is stopped, the brake is operated, the driving force of the electric motor is set to "0", the first disconnection means is brought into a connected state, and the internal combustion engine is started.

In this case, when the vehicle has stopped before starting the internal combustion engine, the internal combustion engine is started while the vehicle is kept stopped by the brakes. Therefore, even if the road surface on which the vehicle stops has a steep slope, it is possible to prevent the vehicle from slipping on the road surface. to start the internal combustion engine. Furthermore, it is not necessary to estimate the road surface gradient as in Patent Document 2 mentioned above.

Also, the predetermined value of the remaining capacity of the power storage device that cannot start the internal combustion engine by driving the electric motor with electric power from the power storage device varies depending on the gradient of the road surface that the vehicle touches.

(7) Therefore, in the hybrid vehicle of the present invention, it is preferable that the hybrid vehicle includes a gradient detection unit that detects a gradient of a road surface that the vehicle touches, and that the threshold value of the remaining capacity is determined based on the It is set based on the slope detected by the slope detection unit.

Furthermore, when the driving force of the electric motor is gradually reduced, the faster the vehicle speed, the greater the vibration.

(8) Therefore, in the hybrid vehicle of the present invention, preferably, the control unit performs control such that when the driving force of the electric motor is gradually decreased, the vehicle speed detected by the vehicle speed detection unit is faster, Then, the lowering speed of the driving force is reduced more.

Description of drawings

FIG. 1 is an explanatory diagram showing a hybrid vehicle according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing the division of regions of the power storage device.

FIG. 3 is a table showing permission, restriction, and prohibition of various operations corresponding to areas of the power storage device.

FIG. 4 is a flowchart showing idling stop control.

FIG. 5 is a time chart showing the idling stop control in the case where the idling stop cancellation request is generated in the A range L or above.

FIG. 6 is a time chart showing idling stop control in the case of the B region when an idling stop cancellation request is generated.

FIG. 7 is a flowchart showing start-up control of the internal combustion engine during EV running.

Fig. 8 is a time chart showing the internal combustion engine start control based on clutch start.

FIG. 9( a ), FIG. 9( b ), and FIG. 9( c ) are nomograms showing changes in accordance with the time elapse of the internal combustion engine start control by IMA start.

10 is an explanatory diagram showing another automatic transmission included in the hybrid vehicle according to the embodiment of the present invention.

Detailed ways

A hybrid vehicle according to an embodiment of the present invention will be described with reference to the drawings.

As shown in FIG. 1 , the hybrid vehicle is provided with: an internal combustion engine ENG constituted by an engine; an electric motor MG; an electric storage device BATT constituted by a secondary battery that supplies electric power to or receives electric power from the electric motor MG; an automatic transmission 1; The power control unit ECU (Electronic Control Unit) controls each part of the internal combustion engine ENG, the electric motor MG, and the automatic transmission 1.

The automatic transmission 1 includes: an engine output shaft 2 that transmits the driving force (output torque) of the internal combustion engine ENG; and an output member 3 that is composed of an output gear that outputs power to left and right front wheels as drive wheels via a differential gear not shown in the figure; And a plurality of gear trains G2-G5 with different gear ratios.

In addition, the automatic transmission 1 has: a first input shaft 4 which rotatably supports the driving gears G3a, G5a of the odd-numbered gear trains G3, G5 of the odd-numbered gears in the gear ratio sequence; the second input shaft 5 , which rotatably supports the driving gears G2a, G4a of the even-numbered gear trains G2, G4 of the even-numbered gears in the gear ratio sequence; and the reverse (reverse) shaft 6, which rotatably supports the reverse gear ( reverse gear) GR. In addition, the first input shaft 4 is arranged on the same axis as the engine output shaft 2 , and the second input shaft 5 and the return shaft 6 are arranged parallel to the first input shaft 4 .

Further, the automatic transmission 1 has an idle gear train Gi consisting of an idle drive gear Gia rotatably supported on the first input shaft 4 and a first idle driven gear Gib fixed to the idle gear. The shaft 7 meshes with the idle drive gear Gia; the second idle driven gear Gic is fixed to the second input shaft 5; and the third idle driven gear Gid is fixed to the reversing shaft 6 and is connected to the first idle drive gear Gib meshing. In addition, the idle shaft 7 is arranged parallel to the first input shaft 4 .

The automatic transmission 1 has a first clutch C1 and a second clutch C2 constituted by hydraulically operated dry friction clutches or wet friction clutches. The first clutch C1 can be freely switched between a transmission state in which the driving force of the internal combustion engine ENG transmitted to the engine output shaft 2 is transmitted to the first input shaft 4, and a release state (transmission off state) in which the transmission is cut off. The second clutch C2 can be freely switched between a transmission state in which the driving force of the internal combustion engine ENG transmitted to the engine output shaft 2 is transmitted to the second input shaft 5 , and a release state in which the transmission is cut off. When the second clutch C2 is engaged to enter the transmission state, the engine output shaft 2 is connected to the second input shaft 5 via the first idle driven gear Gib and the second idle driven gear Gic.

The two clutches C1, C2 are preferably actuated by electrical actuators in order to quickly switch states. In addition, the two clutches C1 and C2 may be operated by hydraulic actuators.

In addition, in the automatic transmission 1 , a planetary gear mechanism PG as a differential rotation mechanism is disposed coaxially with the engine output shaft 2 . The planetary gear mechanism PG is composed of a single pinion type, and the single pinion type includes a sun gear Sa, a ring gear Ra, and a planet that pivotally supports the pinion Pa meshing with the sun gear Sa and the ring gear Ra so that it can rotate and revolve freely. frame Ca composition.

The sun gear Sa and the carrier Ca of the planetary gear mechanism PG are arranged from the sun gear Sa side in the order of arrangement of the intervals corresponding to the gear ratios in the velocity diagram (a graph in which the relative rotational speed of each rotating element can be represented by a straight line). and the ring gear Ra, when the three rotation elements constitute the first rotation element, the second rotation element, and the third rotation element, the first rotation element is the sun gear Sa, the second rotation element is the carrier Ca, and the third rotation element is the sun gear Sa. The element is the ring gear Ra.

Furthermore, assuming that the gear ratio (the number of teeth of the ring gear Ra/the number of teeth of the sun gear Sa) of the planetary gear mechanism PG is g, the distance between the sun gear Sa as the first rotation element and the carrier Ca as the second rotation element, The ratio to the distance between the carrier Ca as the second rotation element and the ring gear Ra as the third rotation element is g:1.

The sun gear Sa as the first rotation element is fixed to the first input shaft 4 . The carrier Ca as the second rotation element is connected to the third-speed drive gear G3a of the three-speed gear train G3. The ring gear Ra, which is the third rotation element, is releasably fixed to a non-moving portion such as a transmission case by a lock mechanism R1.

The lock mechanism R1 is composed of a synchromesh mechanism that can freely switch between a fixed state in which the ring gear Ra is fixed to the fixed part, or a released state in which the ring gear Ra is freely rotatable.

In addition, the lock mechanism R1 is not limited to the synchromesh mechanism, and other than frictional engagement release mechanisms based on sleeves, wet multi-plate brakes, wheel hub brakes, band brakes, etc., one-way clutches, two-way clutches, etc. And so on.

In addition, the planetary gear mechanism PG may also be constituted by a double pinion type consisting of a sun gear, a ring gear, and a planetary carrier. The gear meshes with a pair of pinion gears Pa, Pa' whose other meshes with the ring gear. In this case, for example, as long as the sun gear (the first rotation element) is fixed to the first input shaft 4, the ring gear (the second rotation element) is connected to the three-speed drive gear G3a of the three-speed gear train G3, and the lock It is only necessary that the stop mechanism R1 releasably fix the carrier (third rotation element) to the stationary part.

A hollow motor MG (generator motor) is disposed radially outward of the planetary gear mechanism PG. In other words, the planetary gear mechanism PG is arranged inside the hollow electric motor MG. The motor MG has a stator MGa and a rotor MGb.

In addition, the motor MG is controlled via the electric drive unit PDU according to an instruction signal from the power control unit ECU. The power control unit ECU appropriately switches the electric drive unit PDU to a driving state in which the electric motor MG is driven by consuming the electric power of the power storage device BATT, and a driving state in which the rotational force of the rotor MGb is suppressed to generate electricity, and the generated electric power is charged into the storage battery via the electric drive unit PDU. Regenerative state of electrical device BATT.

The first driven gear Go1 is fixed to the output shaft 3a of the output member 3, and the first driven gear Go1 meshes with the second-speed drive gear G2a and the third-speed drive gear G3a. A second driven gear Go2 is fixed to the output shaft 3a, and the second driven gear Go2 meshes with the fourth-speed drive gear G4a and the fifth-speed drive gear G5a. In addition, a parking gear (parking gear) GP is fixed to the output shaft 3a.

In this way, the driven gears of the second-speed gear train G2 and the third-speed gear train G3, and the driven gears of the fourth-speed gear train G4 and the fifth-speed gear train G5 are composed of one gear Go1 and Go2, respectively, whereby the automatic transmission can be shortened. The shaft length can improve the mountability to FF (front-wheel drive) vehicles.

On the first input shaft 4, there is a first meshing mechanism SM1 as a first selection unit. The first meshing mechanism SM1 is composed of a synchronous meshing mechanism, which can be freely switched and selected to connect the three-speed drive gear G3a and the first input shaft. The third-speed side connected state of 4, the fifth-speed side connected state that connects the fifth-speed drive gear G5a and the first input shaft 4, and the neutral position that cuts off the connection between the third-speed drive gear G3a and the fifth-speed drive gear G5a and the first input shaft 4 Any of the (neutral) states.

On the second input shaft 5, there is a second meshing mechanism SM2 as a second selection unit. The second meshing mechanism SM2 is composed of a synchronous meshing mechanism, which can be freely switched and selected to connect the second speed drive gear G2a and the second input shaft. 5, the connection state of the second speed side of 5, the connection state of the fourth speed side of connecting the fourth speed drive gear G4a and the second input shaft 5, and the disconnection of the connection between the second speed drive gear G2a and the fourth speed drive gear G4a and the second input shaft 5 Any one of the file states.

Furthermore, a return driven gear GRa that meshes with the return gear GR is fixed to the first input shaft 4 .

A third meshing mechanism SM3 is provided on the reversing shaft 6, and the third meshing mechanism SM3 is composed of a synchromesh mechanism, which can freely switch and select the connection state between the reversing gear GR and the reversing shaft 6, and cut off the connection. Any one of the neutral states.

Next, the operation of the automatic transmission 1 configured as described above will be described.

In the automatic transmission 1 , by engaging the first clutch C1 , an IMA start in which the internal combustion engine ENG is started using the driving force of the electric motor MG can be performed.

When the first gear is established using the driving force of the internal combustion engine ENG, the ring gear Ra of the planetary gear mechanism PG is fixed by the lock mechanism R1, and the first clutch C1 is engaged to be in the transmission state.

The driving force of the internal combustion engine ENG is input to the sun gear Sa of the planetary gear mechanism PG via the engine output shaft 2, the first clutch C1, and the first input shaft 4, and the rotation speed of the internal combustion engine ENG input to the engine output shaft 2 is reduced to 1/( g+1) is transmitted to the third-speed drive gear G3a via the carrier Ca.

Assuming that the gear ratio of the three-speed gear train G3 composed of the three-speed drive gear G3a and the first driven gear Go1 (the number of teeth of the three-speed drive gear G3a/the number of teeth of the first driven gear Go1) is i, it is transmitted to the three-speed drive The driving force of the gear G3a is shifted to 1/i(g+1), output from the output member 3 via the first driven gear Go1 and the output shaft 3a, and the first gear is established. Thereby, ENG travel in which the vehicle travels using only the driving force of the internal combustion engine ENG can be performed.

In this way, in the automatic transmission 1 , the first gear can be established by the planetary gear mechanism PG and the three-speed gear train, so that a dedicated meshing mechanism for the first gear is unnecessary, and the shaft length of the automatic transmission can be shortened.

In addition, in the first gear, when the vehicle is decelerating, the power control device ECU performs a deceleration regeneration operation according to the remaining capacity (charging rate) SOC of the power storage device BATT, and the deceleration regeneration operation is performed by applying a brake with the electric motor MG generate electricity. In addition, the electric motor MG can be driven according to the remaining capacity SOC of the power storage device BATT to perform HEV (Hybrid Electric Vehicle) running that assists the driving force of the internal combustion engine ENG or EV (Electric Vehicle) running that uses only the driving force of the electric motor MG.

Furthermore, when the vehicle is allowed to decelerate during EV running and the vehicle speed is above a certain speed, by gradually engaging the first clutch C1, the internal combustion engine ENG can be started using the kinetic energy of the vehicle without using the driving force of the electric motor MG.

In addition, when the power control device ECU predicts an upshift to the second gear based on vehicle information such as the vehicle speed or the opening degree of the accelerator pedal during the running of the first gear, the second meshing mechanism SM2 is set to be connected to the second gear. The state where G2a is connected to the second speed side of the second input shaft 5 or a pre-shift state close to this state.

When the second gear is established using the driving force of the internal combustion engine ENG, the second meshing mechanism SM2 is brought into the second-speed side connection state connecting the second-speed drive gear G2a and the second input shaft 5, and the second clutch C2 is engaged to become Delivery status. Accordingly, the driving force of the internal combustion engine ENG is output from the output member 3 via the second clutch C2, the idle gear train Gi, the second input shaft 5, the second speed gear train G2, and the output shaft 3a.

In addition, in the second gear, when the power control unit ECU predicts an upshift, the first meshing mechanism SM1 is brought into a state of connecting the third-speed drive gear G3a to the third-speed side of the first input shaft 4, or is connected to the third-speed side of the first input shaft 4. The state is close to the pre-shift state.

Conversely, when the power control unit ECU predicts a downshift, the first meshing mechanism SM1 is brought into a neutral state in which the third drive gear G3a and the fifth drive gear G5a are disconnected from the first input shaft 4 .

As a result, upshifting or downshifting can be performed only by putting the first clutch C1 in the transmission state and the second clutch C2 in the released state, and shift speeds can be switched flexibly without interruption of the driving force.

Also, in the second gear, when the vehicle is in a deceleration state, power control device ECU performs deceleration regenerative operation based on remaining capacity SOC of power storage device BATT. When the deceleration regenerative operation is performed in the second speed stage, it differs depending on whether the first meshing mechanism SM1 is in the connected state on the third speed side or in the neutral state.

When the first meshing mechanism SM1 is in the third-speed connected state, the third drive gear G3a rotates the rotor MGb of the electric motor MG via the first input shaft 4, and the rotation of the rotor MGb is suppressed and the brake is applied to generate power and Regeneration is performed, and the third drive gear G3a is rotated by the first driven gear Go1 that is rotated by the second drive gear G2a.

When the first meshing mechanism SM1 is in the neutral state, the locking mechanism R1 is set to a fixed state, thereby setting the rotation speed of the ring gear Ra to "0", and for the three-speed drive meshing with the first driven gear Go1 The rotational speed of the carrier Ca that rotates together with the gear G3a is regenerated by applying brakes by generating power from the electric motor MG connected to the sun gear Sa.

In addition, in the case of HEV running in the second gear, for example, the first meshing mechanism SM1 is brought into the third-speed side connection state connecting the third-speed drive gear G3a and the first input shaft 4, and the lock mechanism R1 is released into the state. The planetary gear mechanism PG is in a locked state in which the respective rotating elements cannot rotate relative to each other, and the driving force of the electric motor MG is transmitted to the output member 3 via the three-speed gear train G3, thereby enabling HEV travel. Alternatively, the first meshing mechanism SM1 is in a neutral state, the lock mechanism R1 is in a fixed state, the rotation speed of the ring gear Ra is set to "0", and the driving force of the electric motor MG is transmitted to the first gear in the route of the first gear. The driven gear Go1 enables HEV running also in the second gear.

When using the driving force of the internal combustion engine ENG to establish the third-speed gear, the first meshing mechanism SM1 is brought into the third-speed side connection state connecting the third-speed drive gear G3a and the first input shaft 4, and the first clutch C1 is engaged to become the transmission gear. state. Thus, the driving force of the internal combustion engine ENG is transmitted to the output member 3 via the engine output shaft 2, the first clutch C1, the first input shaft 4, the first meshing mechanism SM1, and the three-speed gear train G3, and is output at a rotation speed of 1/i.

In the third speed stage, the first meshing mechanism SM1 is in the third-speed-side connected state connecting the third-speed drive gear G3a and the first input shaft 4, so the sun gear Sa of the planetary gear mechanism PG rotates in the same manner as the carrier Ca.

Therefore, each rotating element of the planetary gear mechanism PG is in a state of being unable to rotate relative to each other. If the sun gear Sa is braked by the motor MG, deceleration regeneration will be performed. If the driving force is transmitted to the sun gear Sa by the motor MG, HEV can be performed. drive. In addition, it is also possible to perform EV running in which the first clutch C1 is released and the vehicle travels using only the driving force of the electric motor MG.

In the third gear, the power control device ECU makes the second meshing mechanism SM2 connect the second speed drive gear G2a to the second input shaft 5 when a downshift is predicted based on the vehicle information such as the vehicle speed and the opening degree of the accelerator pedal. The second-speed side connection state or the pre-shift state close to this state, when an upshift is predicted, the second meshing mechanism SM2 is connected to the fourth-speed side connection between the fourth-speed drive gear G4a and the second input shaft 5 state or a pre-shift state close to this state.

Thus, only by engaging the second clutch C2 to be in the transmission state and releasing the first clutch C1 to be in the disengaged state, the shift stage can be switched, and the shift can be flexibly performed without interruption of the driving force.

When using the driving force of the internal combustion engine ENG to establish the fourth-speed gear, the second meshing mechanism SM2 is brought into a state of connecting the fourth-speed drive gear G4a and the second input shaft 5 on the fourth-speed side, and the second clutch C2 is engaged to form a transmission. state.

When traveling at the fourth speed, when the power control device ECU predicts a downshift based on the vehicle information, the first meshing mechanism SM1 is brought into the third-speed side connection state connecting the third-speed drive gear G3a and the first input shaft 4, Or a pre-shift state close to this state.

Conversely, when the power control unit ECU predicts an upshift based on the vehicle information, the first meshing mechanism SM1 is brought into the fifth-speed side connection state connecting the fifth-speed drive gear G5a and the first input shaft 4, or a state close to this state. Pre-shift state. Thus, only by engaging the first clutch C1 to enter the transmission state and releasing the second clutch C2 to enter the disengaged state, downshifting or upshifting can be performed, and the gear can be flexibly changed without interruption of the driving force.

In the case of deceleration regeneration or HEV running while running in the fourth speed, when the power transmission device ECU predicts a downshift, the first meshing mechanism SM1 is set to the third speed that connects the third-speed drive gear G3a and the first input shaft 4 In the side-connected state, when braking is applied by the electric motor MG, it becomes deceleration regeneration, and when driving force is transmitted, HEV travel becomes possible.

When the power control unit ECU predicts an upshift, the first meshing mechanism SM1 is brought into the state of connecting the fifth-speed drive gear G5a and the first input shaft 4 on the fifth-speed side, and when braking is applied by the electric motor MG, deceleration regeneration is performed. HEV running can be performed if driving force is transmitted from the electric motor MG.

When the fifth-speed stage is established using the driving force of the internal combustion engine ENG, the first meshing mechanism SM1 is brought into a connected state on the fifth-speed side connecting the fifth-speed drive gear G5a and the first input shaft 4 . In the five-speed gear, the internal combustion engine ENG and the electric motor MG are directly connected by putting the first clutch C1 in the transmission state, so if the driving force is output from the electric motor MG, HEV running can be performed, and if the electric motor MG applies braking to generate power , then deceleration regeneration can be performed.

In addition, when EV running is performed at the fifth speed, the first clutch C1 may be in a disengaged state. In addition, the internal combustion engine ENG can also be started by gradually engaging the first clutch C1 during the five-speed EV running.

When driving at the fifth speed, if the power control device ECU predicts downshifting to the fourth speed based on the vehicle information, the second meshing mechanism SM2 is set to the fourth speed connecting the fourth-speed drive gear G4a and the second input shaft 5 side-connected state, or a pre-shift state close to this state. Thus, it is possible to flexibly downshift to the fourth speed without interruption of the driving force.

When the reverse gear is established using the driving force of the internal combustion engine ENG, the third meshing mechanism SM3 is brought into the connected state connecting the return gear GR and the return shaft 6, and the second clutch C2 is engaged to be in the transmission state. As a result, the rotational speed of the engine output shaft 2 becomes reverse rotation (rotation in the reverse direction), and output from the output member 3 establishes a reverse gear.

In the reverse gear, in the case of deceleration regeneration or HEV running, the first meshing mechanism SM1 is brought into the third-speed side connection state connecting the third-speed drive gear G3a and the first input shaft 4, and the lock-up mechanism R1 is released. Accordingly, the planetary gear mechanism PG is brought into a state where the respective rotating elements cannot rotate relative to each other. Then, if the rotor MGb rotating in the reverse direction generates driving force on the forward rotation side to perform braking, deceleration regeneration is performed, and if the driving force on the reverse rotation side is generated, HEV running can be performed. In addition, by disengaging the two clutches C1 and C2 , setting the lock-up mechanism R1 in a fixed state, and rotating the electric motor MG in the reverse direction, it is possible to establish a reverse gear for EV travel.

In addition, the vehicle is provided with a brake mechanism B that brakes the running of the vehicle. When the vehicle is stopped, when the brake mechanism B operates to brake the vehicle, the rotation of the output shaft 3a is braked, and the vehicle continues to stop. The brake mechanism B is a disc brake or the like, and is controlled by the power control unit ECU.

In addition, the vehicle is further equipped with: a gradient sensor 11, which detects the gradient D of the road surface on which the vehicle touches; a brake pedal sensor 12, which detects whether the brake pedal is depressed; a vehicle speed sensor 13, which measures the running speed of the vehicle; and an accelerator pedal sensor, It detects the opening of the accelerator pedal. Detection signals of these sensors 11 to 14 are input to the power control unit ECU.

The power control device ECU has a zone discrimination unit 21 that detects the remaining capacity SOC of the power storage device BATT and discriminates a zone (Zone) based on the detected remaining capacity SOC. The predetermined value of remaining capacity SOC of power storage device BATT that cannot drive electric motor MG with electric power from power storage device BATT to start internal combustion engine ENG varies depending on gradient D of the road surface on which the vehicle grounds.

Therefore, as shown in FIG. 2 , the area discrimination unit 21 performs area division in the remaining capacity SOC with reference to the gradient D detected by the gradient sensor 11 . The threshold value of each area is set as follows: the threshold value is fixed when the slope D is within the range of a predetermined slope Da greater than 0 degrees, and becomes larger as the slope D becomes larger when the slope D is larger than the slope Da. In addition, the threshold value of each area may be set with reference to other factors such as the temperature of power storage device BATT.

Specifically, the area is divided into: A area as a reference area, which is a normally used area; B area, whose remaining capacity SOC is smaller than that of A area, and which is a partial discharge limited area for partially limited discharge; C area, the remaining The capacity SOC is smaller than the B area, which is a discharge-limited area that limits discharge; and the D area, whose remaining capacity SOC is larger than the A area, is a charge-limited area that limits charging. The A region is further divided into: an intermediate region A region M with the most suitable remaining capacity SOC; an A region L with a remaining capacity SOC smaller than the A region M; and an A region H with a remaining capacity SOC larger than the A region M.

In addition, the area discrimination means 21 corresponds to the remaining capacity detecting means of the present invention, and the thresholds of the A area L and the B area correspond to the remaining capacity thresholds of the present invention.

The power control unit ECU controls the internal combustion engine ENG, the electric motor MG, and the automatic transmission 1 according to the zone discriminated by the zone discrimination unit 21 . As shown in Fig. 3, the power control unit ECU permits, restricts, and prohibits various operations according to the area.

Next, the idling stop control of the hybrid vehicle will be described with reference to FIG. 4 . In addition, the power control device ECU corresponding to the idling stop control means of the present invention executes the following processing.

When an idling stop request is generated (step 1: Yes), it is determined whether or not the gradient D detected by the gradient sensor 11 is equal to or less than gradient Db (step 2). When the brake pedal sensor 12 detects that the brake pedal is depressed and the vehicle speed measured by the vehicle speed sensor 13 is 0 (vehicle stops), all known predetermined conditions are satisfied, it is determined that the idle stop request has occurred. the

When it is determined that the gradient D detected by the gradient sensor 11 is equal to or less than the gradient Db (step 2: Yes), it is determined whether the determined area is equal to or greater than the A area L (step 3).

When it is determined that the determined area is greater than or equal to the A area L (step 3: Yes), if the internal combustion engine ENG is being driven, it is stopped (step 4). In addition, when the vehicle is stopped, the brake mechanism B is in the vehicle braking state, and the first clutch C1 is in the disengaged state.

Then, when an idling stop cancellation request is generated (step 5: YES), the vehicle is started by EV running (step 6). At this time, specifically, the vehicle braking state of the brake mechanism B is detected, the brake B1 is set in the reverse rotation prevention state, the ring gear Ra of the planetary gear mechanism PG is set in the fixed state, and the first clutch C1 is engaged to be in the transmission state, The first gear is established, and the electric motor MG is started.

In addition, when the brake pedal sensor 12 detects that the brake pedal is not depressed, when the accelerator pedal sensor 14 detects that the accelerator pedal opening exceeds a predetermined value, etc., it is determined that an idle stop release request has occurred.

On the other hand, when it is determined that the discriminated area is smaller than the A area L (step 3: No), if the internal combustion engine ENG is being driven, the driving is continued and idle charging is performed (step 7). In addition, when the vehicle is stopped, the brake mechanism B is in the vehicle braking state, the first clutch C1 is in the transmission state, and the first meshing mechanism SM1 is in the neutral state.

Then, when an idling stop cancellation request is issued (step 8: YES), it is determined whether or not the discriminated area is the A area or more (step 9). When it is determined that the determined area is greater than or equal to the A area L (step 9: Yes), the vehicle is started by EV running after stopping the driving of the internal combustion engine ENG (step 10).

At this time, specifically, as shown in FIG. 5 , when an idling stop cancellation request is generated, the driving of the internal combustion engine ENG is stopped, and the vehicle braking state of the brake mechanism B is released, and then, the driving of the electric motor MG in the negative direction is temporarily increased. The force brakes the reverse rotation of the first input shaft 4 and reduces the rotational speed of the engine output shaft 2 . Then, when the rotational speed of the engine output shaft 2 becomes equal to or lower than a predetermined low rotational speed N1, the first clutch C1 is brought into a disengaged state. Then, the rotation speed of the rotor MGb of the motor MG is adjusted so that the rotation speed of the ring gear Ra becomes "0", and the brake B1 is brought into a reverse rotation preventing state while maintaining the state where the driving force of the motor MG is "0". When the first gear is established by setting the ring gear Ra of the planetary gear mechanism PG in a fixed state, the driving force of the electric motor MG is increased.

In addition, before the idling stop release request is generated, when it is determined that the determined region is greater than or equal to the A region L, the driving of the internal combustion engine ENG may be stopped at this point, and the first clutch C1 may be brought into the disengaged state. However, in this case, when an idling stop release request is generated, the first clutch C1 is temporarily engaged to be in a transmission state.

On the other hand, when it is determined that the identified area is smaller than the A area L (step 9 : No), it is determined whether the identified area is the B area (step 11 ). When it is determined that the identified area is the B area (step 11: Yes), the vehicle is started by EV running while continuing to drive the internal combustion engine ENG (step 12). In addition, when the vehicle is stopped, the brake mechanism B is in the vehicle braking state, the first clutch C1 is in the transmission state, and the first meshing mechanism SM1 is in the neutral state.

At this time, specifically, as shown in FIG. 6 , when an idling stop cancellation request is generated, the vehicle braking state of the brake mechanism B is released, and the first clutch C1 is brought into a disengaged state. Then, the rotational speed of the rotor MGb of the electric motor MG is adjusted so that the rotational speed of the ring gear Ra becomes "0", and the driving force of the electric motor MG is kept in a state of "0". When the ring gear Ra of the planetary gear mechanism PG is fixed and the first gear is established, the driving force of the electric motor MG is increased.

On the other hand, when it is determined that the identified area is not the B area, that is, the C area (step 11 : NO), the vehicle is started by the driving force of the internal combustion engine ENG (step 13 ).

At this time, specifically, when an idling stop release request is generated, the vehicle braking state of the brake mechanism B is released, the brake B1 is brought into the reverse rotation preventing state, and the ring gear Ra of the planetary gear mechanism PG is fixed to establish a state. After shifting, the first clutch C1 is gradually engaged to enter the transmission state.

Furthermore, when the gradient D detected by the gradient sensor 11 exceeds the gradient Db (step 2: No), if the internal combustion engine ENG is being driven, the driving is continued, and idling charging is performed (step 14 ). In addition, when the vehicle is stopped, the brake mechanism B is in the vehicle braking state, the first clutch C1 is in the transmission state, and the first meshing mechanism SM1 is in the neutral state. However, when the determined area is greater than or equal to the A area H, idling charging is not performed.

Then, when the idling stop cancellation request is issued (step 15 : Yes), the vehicle is started by EV running while continuing to drive the internal combustion engine ENG in the same manner as in step 12 (step 16 ).

As described above, power control device ECU performs appropriate idling stop control based on the remaining capacity SOC of power storage device BATT according to the region discriminated by region discriminating means 21, so that the vehicle can be reliably started.

That is, in the case of the B region or the C region where the remaining capacity SOC of the power storage device BATT is small (step 3: No), even if the idling stop request is generated (step 1: Yes), the driving of the internal combustion engine ENG is not stopped ( Step 7). Then, when an idle stop cancellation request is generated (step 8: YES), if it is in the C region (step 11: NO), the internal combustion engine ENG is continuously driven, and the first clutch C1 is engaged to be in the connected state. This starts the vehicle (step 13).

Therefore, even in the C region where the motor MG cannot be started by the electric power of the power storage device BATT and the internal combustion engine ENG cannot be started by the driving force, the vehicle can be started by the driving force of the internal combustion engine ENG.

Furthermore, when an idle stop release request is generated (step 8: Yes), in the case of the B area (step 11: Yes), the internal combustion engine ENG continues to drive, the first clutch C1 is kept disengaged, and the electric motor MG is driven to make The vehicle starts (step 12).

Therefore, even when the remaining capacity SOC of the power storage device BATT decreases and enters the C region after the vehicle is started, the vehicle can be driven by the driving force of the internal combustion engine ENG immediately by engaging the first clutch C1 to bring it into the connected state. .

Furthermore, when an idling stop request is generated (step 1: Yes), even if the remaining capacity SOC of the power storage device BATT is small in the B area or C area (step 3: No), it will be charged by the following idling (step 7) , the remaining capacity SOC of power storage device BATT increases, and when it becomes larger than A range L (step 9: YES), internal combustion engine ENG is stopped, electric motor MG is driven, and the vehicle is started (step 10 ). Therefore, the vehicle can be started without fuel consumption of the internal combustion engine ENG.

Furthermore, when an idling stop request is generated (step 1: Yes), in a region B or region C where the remaining capacity SOC of the power storage device BATT is small, the internal combustion engine ENG continues to be driven, the first clutch C1 becomes connected, By rotating the first input shaft 4 , idling charging for charging power storage device BATT is performed (step 7 ). Therefore, the remaining capacity SOC of power storage device BATT can be increased while the vehicle is stopped.

Furthermore, when an idling stop request is issued (step 1: Yes), and when the vehicle comes into contact with a road surface with a steep slope exceeding the threshold value Db and stops (step 2: no), the area determined by the area determination means 21 is not concerned. Accordingly, the driving of the internal combustion engine ENG is continued.

Then, when an idling stop cancellation request is generated (step 15: Yes), the driving of the internal combustion engine ENG is continued regardless of the area discriminated by the area discriminating unit 21, the first clutch C1 is kept disengaged, and the electric motor MG is driven so that The vehicle starts (step 16).

Therefore, after the vehicle is started, if the electric motor MG alone cannot provide the driving force required for climbing a steep road surface, the first clutch C1 is connected, so that the internal combustion engine ENG can be turned on immediately. driving force to drive the vehicle.

Next, control during EV running of the hybrid vehicle will be described with reference to FIG. 7 . In addition, the power control unit ECU corresponding to the control unit of the present invention executes the following processing.

First, it is determined whether or not the area discriminated by the area discriminating means 21 is the A area or more (step 21 ). When it is determined that the identified area is greater than or equal to A area L (step 21 : Yes), the vehicle continues to travel in a state where idling stop, EV running, and EV start are permitted (step 22 ).

On the other hand, when it is determined that the determined area is smaller than the A area L, that is, the B area or the C area (step 21 : NO), it is determined whether the internal combustion engine ENG is driving (step 23 ).

When the internal combustion engine ENG is being driven (step 23: Yes), the vehicle continues to travel in a state where idling is stopped, EV running, and EV start are prohibited until the area becomes more than A area L (step 25: Yes). (step 24).

On the other hand, when it is determined that the internal combustion engine ENG is not being driven (step 23 : NO), it is determined whether the vehicle speed S detected by the vehicle speed sensor 13 exceeds a predetermined threshold value S0 (step 26 ). The predetermined threshold S0 is a vehicle speed at which the internal combustion engine ENG can be started, for example, 10 km/h.

When the vehicle speed S exceeds the predetermined threshold value S0 (step 26 : Yes), the internal combustion engine ENG is started by the clutch start (step 27 ).

At this time, specifically, as shown in FIG. 8 , for example, when the vehicle performs EV running in the second-speed fixed state, the second meshing mechanism SM2 is brought into the second-speed side engagement state to become the second-speed pre-shift state. After that, the second clutch C2 is gradually engaged. At this time, since the driving force transmitted to the output shaft 3a decreases due to the friction of the second clutch C2, the driving force Tm of the electric motor MG is increased in order to compensate for this decrease.

Then, when the rotation speed of the engine output shaft 2 reaches a rotation speed N1 that can start the internal combustion engine ENG, a spark plug (not shown) is ignited to start the internal combustion engine ENG. Then, when the rotational speed of the engine output shaft 2 reaches the target rotational speed N2, the second clutch C2 is engaged to enter the transmission state. At this time, the driving force Tm of the electric motor MG is decreased in accordance with the increase in the driving force Te of the internal combustion engine ENG, and finally the vehicle travels only by the driving force Te of the internal combustion engine ENG.

Then, until the area becomes more than the A area L (step 25: Yes), in the state where the idling is stopped, the EV running, and the EV start are prohibited, the running is continued with only the driving force Te of the internal combustion engine ENG (step 24) .

On the other hand, when the vehicle speed S is equal to or less than the predetermined threshold value S0 (step 26 : NO), it is determined whether the vehicle speed S detected by the vehicle speed sensor 13 is "0" (step 28 ).

When the vehicle speed S is "0", that is, when the vehicle is stopped (step 28: YES), the brake mechanism B is brought into the vehicle braking state to securely maintain the stopped state of the vehicle (step 29). As a result, even if the road surface on which the vehicle stops has a steep slope, the vehicle will not slip on the road surface.

From this vehicle stop state, the internal combustion engine ENG is started by a normal IMA start (step 30 ). Then, until the area becomes more than the A area L (step 25 : Yes), the vehicle continues to travel with the idling stop, EV running, and EV start prohibited (step 24 ).

On the other hand, when the vehicle speed S is not 0, that is, when the vehicle is traveling (step 28 : NO), it is determined whether or not the area is the B area (step 31 ).

If the area is the B area (step 31: Yes), there is no case where the electric motor MG cannot be driven immediately by the electric power of the power storage device BATT to start the internal combustion engine ENG. Therefore, returning to step 26 , the EV running is continued, waiting for a chance that the vehicle speed S exceeds the predetermined threshold value S0 (step 26 : Yes), or the vehicle speed S becomes 0 (step 28 : yes).

On the other hand, if the area is not area B, that is, area C (step 31 : NO), electric motor MG cannot be driven by power storage device BATT immediately to start internal combustion engine ENG.

Therefore, it is determined whether or not the driving force Tm generated by the electric motor MG is equal to or less than the driving force T0 capable of releasing the coupling state of the first meshing mechanism SM1 (step 32). : No), the driving force Tm (step 33 ) generated by the electric motor MG is gradually reduced. In addition, when the driving force Tm of the electric motor MG is gradually decreased, the faster the vehicle speed S, the larger the vibration. Therefore, it is preferable that the lowering speed of the driving force Tm of the electric motor MG is reduced the faster the vehicle speed S detected by the vehicle speed sensor 13 is.

Then, after the driving force Tm generated by the electric motor MG becomes equal to or less than the driving force T0 (step 32: YES), the internal combustion engine ENG is started by the IMA start described below (step 30).

As shown in FIG. 9( a ), for example, when the vehicle is EV running with the third gear set, first, the first meshing mechanism SM1 is released from the third-speed side engagement state to be in a neutral state. At this time, as shown in Fig. 9(b), the vehicle speed S is an extremely low speed lower than the predetermined threshold value S0, and the rotation speed of the planet carrier Ca connected to the output shaft 3a decreases due to running resistance, but it is no longer connected to the output shaft 3a. The rotation speed of the sun gear Sa fixed to the connected first input shaft 4 increases, and the ring gear Ra rotates in the reverse direction.

Furthermore, when the rotation speed of the first input shaft 4 exceeds the starting rotation speed N1, the first clutch C1 is engaged, and in a state where the rotation speed of the engine output shaft 2 exceeds the starting rotation speed N1, a spark plug (not shown) is ignited to make the The internal combustion engine ENG starts.

Then, once the first clutch C1 is released, as shown in FIG. 9(c), the rotation speed of the rotor MGb of the electric motor MG is adjusted so that the rotation speed of the ring gear Ra becomes "0", and the locking mechanism R1 The ring gear Ra of the planetary gear mechanism PG is fixed to establish the first gear, and then the first clutch C1 is engaged to perform HEV running in the first gear. Then, the operation of the electric motor MG is stopped, and the vehicle is driven only by the driving force of the internal combustion engine ENG.

Then, until the area reaches the A area L or more (step 25: YES), the vehicle continues to travel in a state where idling is stopped, EV running, and EV start are prohibited (step 24).

As described above, during EV running, when the vehicle speed S is equal to or less than the threshold value S0 and the range is equal to or less than the range C, the driving force Tm of the electric motor MG is gradually decreased until the uncoupled state of the first meshing mechanism SM1 is reached. After reaching the driving force T0, the first meshing mechanism SM1 is released from the connected state, and the first clutch C1 is brought into the connected state, thereby starting the internal combustion engine ENG.

Therefore, internal combustion engine ENG can be reliably started before remaining capacity SOC of power storage device BATT falls below a value at which electric motor MG cannot be driven by electric power of power storage device BATT to start internal combustion engine ENG.

At this time, after the first meshing mechanism SM1 is released from the connected state, the first clutch C1 is brought into the connected state to start the internal combustion engine ENG, so the driving force (pulling torque) for starting the internal combustion engine ENG is not transmitted. to output part 3. Furthermore, since the electric motor MG can be used only for starting the internal combustion engine ENG, it is possible to reliably start the internal combustion engine ENG.

Furthermore, when the area is B area adjacent to the C area, when the vehicle speed S exceeds the predetermined threshold value S0, or when the vehicle speed S becomes "0" and stops, the electric motor MG is driven by the electric power of the power storage device BATT to make the vehicle stop. The internal combustion engine ENG starts. Therefore, the internal combustion engine ENG can be started to prevent the remaining capacity SOC of power storage device BATT from decreasing until the EV running continues and the remaining capacity SOC of power storage device BATT falls to the C region.

In addition, in the embodiment, the case where the internal combustion engine ENG is started by engaging the first clutch C1 in the transmission state has been described, but the internal combustion engine ENG may be started by engaging the second clutch C2 in the transmission state.

In addition, the automatic transmission of the hybrid vehicle of the present invention is not limited to the above-mentioned automatic transmission 1 having five forward speeds and one reverse speed. Automatic transmission 1A.

The automatic transmission 1A includes a plurality of gear trains G2 to G7 with different gear ratios, and drive gears G3a, G5a, and G7a of the odd-numbered gear trains G3, G5, and G7 are rotatably supported on the first input shaft 4, Drive gears G2 a , G4 a , and G6 a of the even-numbered gear trains G2 , G4 , and G6 are rotatably supported on the second input shaft 5 .

Fixed to the output shaft 3a are the first driven gear Go1 meshing with the second-speed driving gear G2a and the third-speed driving gear G3a, the second driven gear Go2 meshing with the sixth-speed driving gear G6a and the seventh-speed driving gear G7a, and The third driven gear Go3 meshes with the fourth-speed drive gear G4a and the fifth-speed drive gear G5a.

Moreover, a first meshing mechanism SM1 as a first selection unit is provided on the first input shaft 4, and the first meshing mechanism SM1 can be freely switched to any one of the following states: connecting the third-speed drive gear G3a and the first gear. 1 The third-speed side connection state of the input shaft 4; the seventh-speed side connection state connecting the seventh-speed drive gear G7a and the first input shaft 4; and disconnecting the third-speed drive gear G3a and the seventh-speed drive gear G7a from the first input shaft 4 The idle state of the link.

The first input shaft 4 is also provided with a fourth meshing mechanism SM4 as a first selection unit, and the fourth meshing mechanism SM4 can be freely switched to any one of the following states: connecting the five-speed drive gear G5a with the first A connected state of the fifth-speed side of the input shaft 4; and a neutral state in which the connection between the fifth-speed drive gear G5a and the first input shaft 4 is disconnected.

A second meshing mechanism SM2 as a second selection unit is provided on the second input shaft 5, and the second meshing mechanism SM2 can be freely switched to any of the following states: linking the second-speed drive gear G2a with the second input The connection state of the second speed side of the shaft 5; the connection state of the sixth speed side connecting the sixth speed drive gear G6a and the second input shaft 5; and disconnection of the second speed drive gear G2a and the sixth speed drive gear G6a from the second input shaft 5 empty status.

The 5th meshing mechanism SM5 as the 2nd selection unit is also provided on the 2nd input shaft 5, and the 5th meshing mechanism SM5 can be freely switched and selected as any one of the following states: linking the four-speed drive gear G4a with the 2nd gear. The fourth-speed side connection state of the input shaft 5; and the neutral state in which the connection between the fourth-speed drive gear G4a and the second input shaft 5 is disconnected.

A hybrid vehicle equipped with the automatic transmission 1A configured as above can perform ENG running, HEV running, and EV running in a state where IMA start, forward seven-speed gear, and reverse gear are respectively established, and idle stop control is executed by the power control unit ECU And control during EV driving.

Claims (3)

1. A hybrid vehicle, characterized in that the hybrid vehicle has: internal combustion engine; motor; an electric storage device that supplies electric power to or receives electric power from the electric motor; An automatic transmission including: a first input shaft to which the driving force of the internal combustion engine is selectively transmitted via a first disconnect unit and connected to the electric motor; and a driving force of the internal combustion engine selectively transmitted via a second disconnect unit. a second input shaft of driving force; and a coupling unit selectively coupling the first input shaft or the second input shaft to an output shaft, the automatic transmission performs power output from the internal combustion engine and the electric motor speed change and transmission to the output shaft; an area discrimination unit that detects the remaining capacity of the power storage device, and based on the detected remaining capacity, discharges a reference area, a discharge restricted area with a remaining capacity smaller than the reference area, or a discharge restricted area with a remaining capacity smaller than the discharge restricted area. Prohibited areas are identified; and an idling stop control unit that controls to drive the internal combustion engine when an idling stop request is generated, when the area determined by the area determination unit is the discharge restricted area or the discharge prohibited area In the state where the first disconnecting unit is connected, the first input shaft is rotated to charge the power storage device. Then, when a request for canceling the idle stop is generated, the When the area discriminated by the area discriminating means is the reference area, the internal combustion engine is stopped, the electric motor is driven, the vehicle is started, and the area discriminated by the area discriminating means is the discharge limit In the case of an area, continue to drive the internal combustion engine, keep the first disconnection unit in the off state, drive the electric motor, start the vehicle, and the area identified by the area identification unit is the discharge In the case of a forbidden area, the driving of the internal combustion engine is continued, the first disconnecting means is brought into a connected state, and the vehicle is started. 2. The hybrid vehicle according to claim 1, wherein: The connecting unit includes: a first selecting unit selectively connecting the first input shaft and the output shaft; a second selecting unit selectively connecting the second input shaft and the output shaft; A mechanism comprising a first rotation element connected to the first input shaft, a second rotation element connected to the output shaft, and a third rotation element provided with a lock unit so as to be differentially rotatable with each other , The idling stop control unit performs control that, when the idling stop request is generated, when the region discriminated by the region judging unit is the discharge restricted region or the discharge prohibited region, In the driving state, the first disconnecting unit is brought into the connected state, the third rotating element is put into the unlocked state by the locking unit, and the first input shaft is rotated, thereby performing After charging the power storage device, when the idling stop release request is generated, the lock means puts the third rotation element into a locked state, and then starts the vehicle. 3. The hybrid vehicle according to claim 1, wherein: The hybrid vehicle is provided with a gradient detection unit that detects a gradient of a road surface that the vehicle contacts, The connecting unit includes: a first selecting unit selectively connecting the first input shaft and the output shaft; a second selecting unit selectively connecting the second input shaft and the output shaft; A mechanism comprising a first rotation element connected to the first input shaft, a second rotation element connected to the output shaft, and a third rotation element provided with a lock unit so as to be differentially rotatable with each other , The idling stop control unit performs control to drive the first internal combustion engine while the internal combustion engine is being driven when the gradient detected by the gradient detecting unit exceeds a threshold value when the idling stop request is generated. The disconnection unit is in the connected state, the first input shaft is rotated to charge the power storage device, and when the idling stop release request is generated, the internal combustion engine is continued to be driven. When the first disconnecting means is in an OFF state, the motor is driven to start the vehicle.